Mode of constructing cabs or carriages for railedabs and also a mode of



2 Sheets-Sheet 1.

I. N. STANLEY.

GAR TRUUK.

Patnted Mar. 12, 1840.

I. N. STANLEY. GAR TRUCK.

.2 Sheets-Sheet, 2.

No. 1,512. Patented Mar. 12, 1840.

UNITED STATES PATENT oEI IcE ISAAo N, STANLEY, 0 PHILADELPHIA, PENNSYLVANIA.

MO E oEcoN'sT IcTI e cAESoE cAE IAeE FOR EAILEoADS A D ALSo A MonE 0E DISPENSING WITH SWITCHES oNsUcn EoADs AND PREVENTING THE oAES FROM RUNNING OFF WHEN PASSING AROUND CURVES.

Specification of Iietters Patent'No. 1,512fdated 1VIarch 12, 1840.

To aZlw/mm it may concern:

Be it known that I, ISAAC NEwToN STAN- LEY, of the city of Philadelphia, in the State of Pennsylvania, have inventedan improvement in the manner of constructing eightwheeled cars, carriages, or locomotives to be used upon railroads, by which manner of constructing them they are more perfectly adapted to turn upon curves in such roads than any which have been heretofore made, and that I have also invented a further im provement in railroads and railroad cars, carriages, or locomotives, by means of which improvement the use of switches is rendered unnecessary, and the locomotives, cars, or trains, are made to take the designated track with undeviating certainty and withoutthe requiring of any care or attention on the part of the engineer or conductor; and I do hereby declare that the following is va full and exact description of my said improvements. v v A V Figure 1, in the accompanying drawing, represents two four-wheeled trucks, constituting, when connected together by'a suitable connecting frame, or carbed, the running gear .of an, eight-wheeled car orvcarriage- The dotted lines A, A, A, represent such a car bed, or general connecting frame. It is shown by dots only, to prevent its hiding the parts of the trucks which are below it. These trucks are represented as situated upon a part of the road B, B, where the rails have a quickcurvature, to show the more distinctly, the manner in which they adapt themselves thereto. C, C, C, is the framing'of the trucks, by which the axles D, D, of the wheels E, E, are sustained, each of these frames carrying two wheels. F, F, is a connecting-bar, uniting two such frames, and converting them, in conjunction wit-h the cross barsor connecting rods 03, 0?, shown more, distinctly in Fig. 2,, into a fourwheeled truck, G, G, are the connecting bolts, or transoms, attached to, or passing into, the center piece G, ofeach frame, and upon (which they swivel, so that the axles may always be capable of standing in the position ofthe radii of the curvature, which they aremade to do by the following device. H, H, aremetallic. plates, or castings, which from the form given to them and the oflice which they. ,.per form 1 I have denominated hounds- These are bolted as at I, I,-to the line in whatever positionthe truck framesinner frames of each of the trucks. From the upper sides of these hounds rise bolts or studs'at a, 0,-which carry friction rollers or sliding pieces 6, Z), that slide in slots made in a metallic plate attached to the car'bed or general frame A, A. These slotted pieces of metal are shown by the dotted lines 0,70.

Thefmain, or general frame or car-bed A, A,

serves to connect the two four-wheeled trucks together by means of transoms or by means of two king bolts passing through the two cross pieces A, A, of said frame, and into the holes J, J, in the middle of the connecting bars F, F.

- In Fig. 3, which is'a side view of one of the four-wheeled'trucks, A, A, is a part of the car-bed, or general connecting frame, the dotted line J, one of king bolts passing through it and into the connecting'bar F; c, c, the slotted metal platementioned above, withthe stud a, projecting up from the hounds H, and carrying the slide, or friction roller, through which said stud passes. In this, and all the other figures the same letters of reference are used to designate like parts.

the studs 05, a, being necessarily in a right may be placed, if the two frames of one fourwheeled truck adapt themselves to a curve, as shown in F ig. 1, the frames and axes of the other truck, from being in like manner attached to the general frame, or car-bed A, A, will do the same, the action on the two four-wheeled trucks being necessarily simultaneous,

It has been the practice in curves upon railroads to elevate the outer rail above the innersfor the purpose of counteracting the tendency of the carriages to run off the rails, by their centrifugal force; but I have de- A cause to incline inward wheneverthe truck, or car, wheels enter upon a curve. To eifect this I .make two projections on the lowerside 3 or bolster, of the general frame A, A, as shown at K, K, in the cross section Figs. 6 and 7, and. atK in the side view Fig. 3, which projections rest upon the circular part of the hounds and when on a straight road keep the general frame or carbed even, but when the hounds are moved on one side by the action of a curve causethe frame torise on theside towa'rdthe outerrail andftd'bef depressed on. the other,'as shown in Fig.1? It will be apparent that instead of the sliding projections K, friction rollers may be used.

My improvement 7 for dispens ng switches, and guarding locomotive, :01- car},

. riage,'in its transition from one track to an other, is as follows: Upon the traclrof; a

railroad,,in those places where, the tracks are doubled so as to form a turn-out, place what I denominate a guard-rail, which 1 guard-rail is placed in a position inclining from one side ofthe track to theother, and

crossing the middle thereof. L,L", in Fig. 5, represent a top view of two such guard rails, and L, L, Fig. 3, aside view of one, projecting, as will be seen, abovethelevel of;

the road-rail. To the underside of the locomotives, trucks, cars, or carriages, which are:

to pass a turn-out, I attachan apparatus, called the guardapparatus, which is to be acted upon by the-above-named guard rail. 'Thisapparatus is shown in Figs. 2,- 3, and 4., Fig. 2, showingthe underside of a truck,

,Fig. 3,,asideview, and Fig. 4, a sectional side view of a part'thereof.

V In Fig. 2, M, M, is a connectlng bar corresponding with F, F,i n.,Fig.11,' which bars:

are bolted together as inFigA, and turn on the same center-G To this bar, aplate of metalLN,is attached. by means ofa pin 0, upon which it turns when acted upon by the guard rail; this is seen also in Figs. 3, and 4; P, P, are two springs attached tothe plate N, and embracing the two sidesof, M, serving .to keep'thepla'te N, straight'with it,

' excepting said plate be forced toward either side, when the springs will yield. ZAt Q, a stud projects down from the plate N, and carries a friction roller, which is to comeinto contact with the guard rail, and direct, or guard, the train. R, is a pin uponwhich' the plate N works, by means of the slot shown as made across it, and serving to gov- "it necessary or to apply cm the distance to which said plate can turn.

I intend to apply the said guard apparatus either to onej carriage at each end of the train or to. the whole number, should I deem I 7 two to each truckof each carriage. 1 H When a locomotive truck, or carriage, thus provided, and constructed, approaches the turn-out, the friction roller Q, will be brought into contact with the side L, of the guard rail, which will carry the plate N,-

over, as shown by the dottedilinesin Fig. 5, .bringing it into contact with-the pin R, and

will thus compel the wheelsto retain their position and force them to keep the proper track, with unerring certainty, notwithstand ing any obstruction placed or accidentally existing" on the=railsg In situations where there isconsiderablecurvature in theroad, andit maybe-deemed desirable to obtain additional; security' a gai nstthe danger" of running'ofi'l the track, I place -a guardrail along the track, toIthe necessary distance, in suchmanner as will effectually attain this object, and render it safe to passaround the curwe. at aimuch higher yelocity than i wouldotherwisefbe admissible; This arrangement is shownlinFig. 8, where B, B, are the. rails, of the curved trackfand S, S, the guardrail,

the two ends of-whi'ch are to be placed nearer to'fthe outer curved; rail than. the center of the track, so as toinsure the passing of the I on .fiheside thereof toward the inner curve,

and which will, from the form of thefguardrail-,be brought to itsfull bearing, bybringing the pin R, of the guard apparatus tothe friction "roller Q, of-the guard apparatusN,

end ofjrthe' slotin which itworks. It will guard-rail on this track would be toprevent.

the leading carriage from being thrown, from any accidental inequality, onto the side track U, and to compel it to keep straight on,fand passing the track T, it would necessarily pass on to the track U, where it would be uninfluenced by the guard rail; .{Shonld it then become necessaryfor it to back to allow the passing of another train on the track U,"the roller Q, which "acts upon the guardrail, will come into 1 contact withits sidezL', and. compel the backing carriage, or train, to pass on to the track U, and thence to T, where it is to go on beyond theend' oftheguard rail L, after WhlCheitiS to go forward on to the track T, a-nd remain there until the other train has passed it. In: the jcaseof branch roads the same principle is j to be applied, it being necessary that the train passing in one .or the other direction should be made to back, under the operation of a guard-rail, by which means the useof switches willnot be required, and as these branch roads usually 1 meet at relay houses, therejwill not," in this case, bet-he loss offla minute in-time. The same arrangement will remove all objection $01 the 1'accommodation-'sidef rails at mills, warehouses, &c:, by making it necessary that the cars should back on to'said accommoda tion rails. These accommodation side rails as atT,U', and in such directionas shall make it necessary forgthecars'to backfrom oneof such double tracks to 'the accommoclationr'ails. 3,

' ,It 'Will be; seenlby any" competent machinist, that, "whatiI have denominated the are inallcases to leadfofl from a double track,

guard-rail may be so constructed as that it shall become a guide rail, and compel a car, or train, to pass from the track T, on to the track U. It will also be manifest to every competent engineer or machinist that what I have called the guard apparatus must be so modified as to adapt it to the particular kind of locomotive, or carriage which is to take the lead upon the track; such adaptation being dependent upon circumstances, and also being within the province of any skilful machinist, need not be pointed out after the principle of action has been fully made known. 7

Having thus fully described the nature of my improvements and the manner in which thesame are to operate, what I claim as my invention and desire to secure by Letters Patent, is as follows:

1. I claim the manner in which I construct and combine the two four-wheeled trucks, as above set forth, by which the axles are made, simultaneously, to conform themselves to the radii of the curvature of the track, that is to say, the manner in which I connect the parts which I have denominated the hounds with the respective frames of the trucks, and

with the general frame, or car bed, so that the two studs, or slides, which work in the slotted metallic plates 0, 0, and the two transoms, or king bolts, always standing in a right line, shall compel the respective axles to conform themselves to the curvatures of the road, by an arrangement of parts, substantially the same with that set forth.

2. I claim the manner of causing the load to incline over toward the inner rail of a curve, by means of the projections below the bolster, operated upon by the hounds, or by any analogous arrangement, as described.

3. I claim the manner of compelling the locomotive, or carriage, to keep the proper track, by the aid of guard or guide rails, constructed and located as herein described and operating upon a guard or guide apparatus, substantially the same with that herein made known for the purpose of dispensing with switches and other analogous devices, and rendering the passing of the train upon the proper track independently of the engineer, or conductor thereof.

4; I claim, also, the use of the guard rail, and guard apparatus, for preventing the running of the carriage from the track, as described.

ISAAC NEWTON STANLEY,

Witnesses:

THos. P. J oNEs, GEORGE WEST. 

